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The taper is designed to allow the lifters to rotate/spin in the bores.

Mike

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I'm 'seeing' it right then. Thanks.

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Mike, I want to bring up a few points that I think are worth clarifying for some of us. I think we previously established here that the 69 A12's had a standard 1 bolt cam and the nylon tooth timing gear with street hemi (black) valve springs. The 70 and 71 cams had the roller timing chains and I don't know if they were 1 or 3 bolt cams? Now I don't remember seeing this disputed in previous threads regarding the A12 cam but the A12 cam was not advertised as the same spec as the 383/440 HP cars. The A12 cam was advertised as 276-292 54 overlap (look at the 1969 Plymouth tells it like it is Sixbbl ad). The service manual lists a 383/440 HP "Power Pack" B-Body cam as a 268 284 46 cam (with red colored valve springs) The 383 Cuda's had yet a slightly different specification than the "Power Pack". The six pack's 292 exhaust duration would definitely give the A12 more rpm's, more torque at higher rpm's and the springs would help prevent valve float. The hot aftermarket replacement wedge cam of the time was the "Hemi" grind which had a 284 284 specification and was typically available with 3 bolts. I believe this ultimately became Chrysler's standard "Purple" cam. The A12 did have the same ratio rockers but were a tighter fit on the rocker shaft (round hole vs oval) and supposed to be heavier duty... but the sixpack cam is different. My

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MAN! What an informative thread! I started it because I'm into the stock thing. I want to get the absolute most out of my engine while leaving it alone. Period. I'm not interested in fooling the tech inspection guys...I could care less about that stuff. I'm doing this for me, not them...

I am grateful that, as a result of this thread, I was able to contact Bob K. We spoke at length about what benefit his cam design would provide, with respect to what I was trying to accomplish. Bob was warm, generous, and was very intersted in the fact that I wanted to install his cam in my lowly little 383!

He treated me like an old freind on the phone, and I have NEVER met him! We simply don't know how lucky we are...This is a guy that was actually THERE - in Detroit - when these cars were making their mark! He got to rub elbows with some big names in the Chrysler Corp. His experiences as a youth are something that we would all give our left torsion bars to have been a part of!

The fact that he is still with us, is such a gentleman, and has no problem sharing with perfect strangers, makes him nothing less than a treasure.

As far as this Bigsqueeze guy goes, he's entitled to his opinion...This is, after all, an open forum. Personally I wish he would leave out the insulting comments.

Those of you interested in how Bob's cam does in a stock 383, stay tuned. I hope to have this thing together in the spring, and I'll post my results.

Merry Christmas to all!

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As far as this Bigsqueeze guy goes, he's entitled to his opinion...This is, after all, an open forum. Personally I wish he would leave out the insulting comments.

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What "insulting comments" are you talking about? You must be confusing facts with "insulting comments?"

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"...I wouldn't walk across the steet to pee on one."

Sounds like an insult to me.

Our opinions may never agree, but injecting them with something that mean-spirited is never appropriate. Keep that junk to yourself.

'Nuff said.

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It'd be an insult if I said that I wanted to pee on Bob....... I didn't realize that you could insult a cam....... If I told you that I wouldn't pee on an Edelbrock Street Master intake, I'm not bashing Vic.......

You conveniently forgot the part in front of that;

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It gives the impression that he's arrogant.....

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I just said that by doing that, he's giving off an arrogant impression........Big deal....I feel like's he's insulting the intelligence of his customers by not telling them the cam specs up front....so, in actuality, he's insulting you.....

If you'll notice, nobody has disagreed with me about me saying that there's no reason to run that cam in anything other than a Pure Stocker........

Next time you talk to Bob, ask him if more lift or a solid cam in his car would make it go quicker with the same idle quality....... When he says what I know he'll say, why would you still run his cam, unless you're going to the Pure Stocks?

I'm one of those people that tells it like it is.....Some people can't handle the truth.......Don't take it personaly.......

Bob is a great guy and he's been a huge asset to Pure Stock racing, but that cam isn't what any professional cam grinder would recommend to anyone other than a Pure Stock racer........

Sometimes, if you're smart enough to take good advice, you don't need it......

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I have been following this post, because I am working on a 69 RR 4-spd post Clone for the pure stock class. The one thing that I think that has failed to be mentioned, and someone correct me (like im sure this won't happen ) if Im wrong, but wasn't one of the big part of the 6bbl "hot" parts not so much the cam specs, but the "Mushroom" lifters? That had to be put in first and held in place with cloths pins? Where the base was larger than the bodies like a bullit casing whick would allow for faster ramping?, Or am I thinking of something else?

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you are thinking of something else , 69 6bbl cars didn't use mushroom lifters

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That is because he wrote the book

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I don't think so!

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Waayne,that is from the old 1980 Direct Connection Performance manual.Here is the rest.

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Thanks....That is really interesting......I had no idea that that cam used different lifters.......I just assumed that since the cam has less taper, that the lifter just broke into it....... Shows you what I know....